Turntable seats



Filed Feb. 15, 1955 6 Sheets-Sheet 1 Feb. 19,1957 J. F. SPIELMAN 2,781,821

TURNTABLE SEATS Filed Feb. 15, 1955 6 Sheets-Sheet 2 Fig. 3.

Feb. 19, 1957 s l 2,781,821

TURNTABLE SEATS Filed Feb. 15, 1955 6 Sheets-Sheet 3 Feb. 19, 1957 J, sPlELMAN 2,781,821

TURNTABLE SEATS Filed Feb. 15, 1955 6 Sheets-Sheet 4 Q l INVNTOR. la f m.

Feb. 19, 1957 J. F. SPIELMAN 2,781,821

TURNTABLE SEATS Filed Feb. 15, 1955 s Sheets-Sheet s N VEN TOR.

United States Patent TURNTABLE SEATS James F. Spielman, Torrington, Conn., assignor, by mesne assignments, to Reconstruction Finance Corporation, Washington, D. C.

My invention relates to a new and improved construction in passenger seats which may be reversed in direction. On passenger trains it is quite customary to attach an engine to the train at either end, and it is conventional practice to have the seats so constructed that theirbacks may be adjusted so as always to face in the direction of travel of the train.

One of the objects of this invention is to provide a seat for passenger trains or other conveyances which is rotatable through an arc of 180 to reverse the seat despite the close proximity of the seat to the wall of a car to the floor of which the base assembly of the seat is anchored.

Another object of my invention is to provide a seat of the general type above referred to in which the necessity of foot pedals, latches, etc. is eliminated. The seat, however, is firmly held against undesired movement in either of its two extreme positions.

More specifically, the present invention provides a seat construction in which, as rotation of the seat frame on the base assembly is begun, the seat frame is bodily displaced through the medium of a cam with which the base assembly is provided, so that the axis of rotation of the seat frame is moved inboard away from the car wall a snfiicient distance, as determined by the base assembly cam, to permit the seat to swing or rotate past the wall of the car Without interference. After the seat is rotated through a part of its travel, it leaves the cam and for a short distance will be moved bodily again toward its original position, so far as displacement is concerned, the frame shortly thereafter picking up the cam again for a second bodily displacement in an inboard direction. Before a full 180 turn has been made, however, the

frame again disengages the cam, and the seat moves in an outboard direction again, so that, at the end of its rotation, the seat will be in as close proximity to the car wall as it was originally but will face in the opposite direction. I wish to note at this point that at the beginning of its rotative movement the seat frame is .raised slightly from the base assembly, butat the end of its 180 turn it will drop back again into its original position with respect to the base assembly. In both positions, the seat frame is held against wobbling or other objectionable movement with respect to the base assembly but, as already pointed out, without the necessity of employing foot pedals, latches, and like equipment.

In addition to the forgoing I have provided foot rest mechanism for the seat which is of novel construction and particularly well adapted for my improved 'seat construction, this mechanism comprising'a separate footrest for each direction of travel, the rest not in use at the moment being readily movable to collapsed position so as not to interfere with the comfort-of a-passenger riding in the next immediately adjacent seat.

In the accompanying drawings, wherein I, have shown anembodiment of my invention,

Figs. 1 and 2 are isometric views showing the "bare seat frame and base assembly, with the frame "in Fig. l in one of "its "two normal positions, while 'in Fig. 2 the 2,781,821 Patented .Feb- 19., 19.57

frame has been shown partially rotated with respect to the base assembly;

Fig. 3 is a fragmentary elevation as seen from either the front or the back of the seat structure;

Fig. 4 is a plan view on an enlarged scale with respect to the scale of Figs. 1 and 2 showing the main frame ,or seat frame partially rotated with respect to the base assembly;

Fig. 5 is a plan view of the base assembly;

vFig. 6 is a view in partial section on .the line AA of Fig. 5 looking in the direction of the arrows thereon; and

Fig. 7 is a section substantially on the line B--B of Fig. 6 looking in the direction of the arrows thereon.

It is to be noted that, while Fig. 7 shows the .tiltable seat back B and an .arm rest R in broken lines, these parts have been omitted in Figs. 1 to 6 for clarity of illustration.

Referring to the drawings in detail and first of all to Figs. 1, 2, 4, and 5 in particular:

The base assembly of my improved construction comprises an outboard side member 2 and an inboard side member 4. These two side members are connected to each other by tubular end members 6, one of which is along one edge of the seat structure and the other along the opposite edge of the seat structure. These tubular end members are rigidly attached to the upper edges of the side'members 2 and 4, .and the whole assembly is anchored to the floor. Rigid with the base assembly and comprising a part thereof is a earn 8, this cam extending inboard beyond the base assembly side member 4. The entire structure thus far described, it will be understood, is rigid and has no rotary or other motion, and the term outboard is to be interpreted to mean that side of the seat immediately adjacent a car wall, for example, while inboard, of course, refers to the opposite side of the seat.

Approximately midway of its length, the base assembly is provided with a plate 10, bridging the end members 6. Each end of this plate is provided with two relatively thin extensions 12 (Figs. 4, 5 and 7 each of which projects through a slot 14 in'each of the hollow-end members 6 and into a plug 16, which is carried within asleeve 17 provided within each of the end members. Each plug is spring-loaded by a spring '18 '(Fig. 6.) and has a limited movement within the end member 6. The sleeves 17 prevent the entry of dust and dirt through the slots 1.4 and promote centering of .the springs '18. The springs 18 maintain the bridging plate 10 at sthe outboard end of the-slots 14, except when the seat is being rotated, and the parts areshown in this position, which may be assumed is :normal position, .in Figs. 1 and 5, for example.

Extending vertically from .the upper face of the bridging plate 10 is va plurality of raised surfaces, shown as lift studs and designated 20. The function of these studs will be explained fully hereinafter.

The seat frame, designated 21 as a whole, is more .or less rectangular in plan and is mounted .in superimposed relation to the base assembly. .It too 'is provided .with two end members 22, which immediately overlie the members 6 of thebase assembly when the seat is innormalposition. Bridging these end members22midway of'their lengths is a rotation plate 24, which, as will be obvious, immediately overlies the bridging plate 10 of the base assembly. This rotation plate '24 is rigidly secured at .its ends to the two end .members 22 of the seat frame. Between the rotation plate .24 and the base assembly bridging plate '10 is a metal washer 26, provided with a boss 28, which projects downwardly through the plate 10 about which the seat rotates. A springSG is provided on the 'boss28 between .thehead of the boss and the-underside 'o'f theplate i110. "SZ'designates ajolin- I ing bolt, which passes "through the'boss 28 and maintains a spring load between the seat frame and base assembly. The spring 30 permits the rotation plate 24 and, hence, the seat frame to lift slightly during part of the rotative movement of the seat frame relative to the base assembly. The raised portions or studs 20 of the bridging plate normally rest in depressions in the washer 26, and the end members 22 of the seat frame normally rest on the side members 2 and 4 of the base assembly, but 'upon the application of sufiicient rotative force to the seat frame, the stud heads will earn the rotation plate and seat frame upwardly sufiiciently to enable the frame easily to be rotated. One of the end members 22 of the seat frame carries a roller 34 near each end. These rollers are so positioned on the member 22 that one roller will engage the cam 8 on the base assembly during one part of the rotative movement of the seat frame, while the other roller will engage the cam during another part of the rotative movement of the seat frame.

A cycle of operation is as follows:

Let it be assumed that the wall of a car is at the lefthand end of the sheets showing Figs. 4 and 5, and that the seat is initially facing toward the bottom of these two sheets. Under such assumed conditions, the seat frame will be disposed parallel to the base assembly, so that the end members 22 of the seat frame will immediately overlie the end members 6 of the base assembly. The bridging plate 10 and, hence, the pivotal axis of the seat frame will be as shown in Fig. 5. If now a rotative force is applied to the seat frame in a direction to rotate the same anti-clockwise, as viewed in Fig. 4, it will be seen that one of the rollers 34, carried by the seat frame, will begin riding along the cam 8. This will draw the seat frame as well as the bridging plate 10, rotation plate 24 and the elements connected thereto to the right, as viewed in Fig. 4. In other words, the pivotal axis or axis of rotation of the seat has been moved inboard, or in a direction away from the car wall, so that the seat will clear the wall. It will be appreciated, of course, that at the beginning of this movement sufiicient rotative force must be applied to the seat to cause the heads of the lift studs to cam or lift the seat frame upwardly sufficiently to clear the base assembly and to enable the depressions in the rotation plate to clear the stud heads. The rotative movement of the seat frame continues until the first roller 34 rides otf the cam '8. The relative disposition of the lift studs 20 and cooperating depressions is such that at this time the rotation plate 24 is still in its raised position. As will be apparent from Fig. 4, I

for example, the cam 8 is so shaped that, after roller 34 has traversed the length of the cam, the bridging plate 10, the seat frame, rotation plate, etc. will be returned to original position relative to the base assembly, so far as bodily displacement is concerned, under the action of the springs 18. Upon further rotative move ment of the seat frame, the other roller 34, carried by the frame, will engage the cam 8, so that again there is an inboard movement of the seat frame bodily as this second roller engages the cam 8. When the second roller has traversed the cam, all parts will be returned to initial position. At the end of its 180 rotation, the seat will be in the same position as it was originally, so far as its proximity to the car wall is concerned, but the seat will be facing in the opposite direction to that which it faced initially. In either of its two extreme positions, the seat is actually positioned and held against involuntary movement by the rollers 34 in their relationship to the base assembly, as illustrated in Fig. 5, assisted by the springs 18.

It will be seen, therefore, from the foregoing that my invention provides a construction wherein the seat frame can be rotated at full 180, so that at one extremity of its travel the seat will face in one direction and at its other extremity will face in the opposite direction, despite the fact that in both positions the seat is in close proximity to the car wall. It will be appreciated that this manipulation of the seat is possible because of the floating pivot I have provided, which, in conjunction with the motion imparted to the seat by the cam 8, moves the seat away from the wall as the seat is being rotated, so that sufiicient clearance is provided between the seat and wall to enable the seat to be rotated without striking the wall.

In addition to the construction above described, my invention provides foot rests for the seat, the rests being carried by the base assembly, as distinguished from being attached in some fashion to the seat frame. The seat illustrated in the drawings is of the two-passenger type, that is, of the type wherein the seat is divided so that one passenger may recline while the other remains in an upright position. I have arranged the foot rests so that each seat division is equipped with a foot rest, as distinguished from a foot rest common to both divisions of the seat.

From Figs. 3, 6, and 7 particularly it will appear that I provide two foot rests 36 for the passengers accommodation when the seat is facing in one direction and two foot rests 38 for their accommodation when the seat has been rotated 180 to face in the opposite direc tion. All of the foot rests are supported by a rod 40, which extends through a flange on bridging plate 10 and has its ends supported by plates 41, carried by side membcds 2 and 4, so that the rod is not only supported at its ends, but it is centrally supported by bridging plate 10 of the base assembly. The rests 36 are connected to the rod 40 by arms 42 and 44, while the foot rests 38 are connected to the red by arms 46 and 48, the rod passing through the arms. Attached to a stud 51, carried by each supporting arm 42 for the rests 36, is one end of a spring 50, the other end of one of these springs being attached to a stud 52, carried by side member 2, while the other end of the other spring is attached to a stud 52, carried by side'member 4. The arms 42 and 44 are rotatable on the rod 40, so that the foot rests 36 may be raised to inoperative position. The points of attachment of the springs 50 to the arms 42 are such that, when a foot rest is raised slightly, the foot rest will be drawn to elevated, inoperative position and retained in such position. Stops are provided, as shown at 53, on the bottom of the bridging plate 10 for limiting the downward movement of the foot rests 36, as illustrated in Fig. 7.

The foot rests 38 are arranged in the same fashion as just described with respect to the foot rests 36, their supporting arms 46 being provided with springs 54, which function in the same fashion as the springs 50, to retain the foot rests in raised position when desired.

It will be understood that during rotation of the seat the bridging plate 10 of the base assembly, in its movement in the end members 6 of the base assembly, slides along the rod 40, the foot rests remaining supported at the side members 2 and 4.

It will be apparent that the construction just described makes provision for a foot rest for each passenger, regardless of the direction the seat is facing and without disrupting the foot rests during seat rotation. In short, one foot rest or pair of foot rests functions when the seat is facing in one direction, the other foot rest or pair of foot rests functioning when the seat is facing in the opposite direction, one foot rest or pair of rests being collapsible when the seat is rotated to face in the opposite direction, so as not to interfere with passengers in the immediately adjacent seat. The stops 53 function to provide firm foot rest support after seat rotation is completed.

It is to be understood that various changes may be made in the details of construction and arrangement of parts hereinabove described within the purview of my invention.

What I claim is:

1. In a seat, the combination of a fixed base assembly;

a seat frame; a spring-loaded, vertically extending, pivotal and slidable mount mounting the seat frame on the base assembly for rotation of the seat frame relative to the base assembly; projecting studs carried by the base assembly and cooperating depressions in the seat frame registering with said studs when the seat frame is in either of two positions relative to the base assembly 180 apart, said studs cooperating with said depressions to lift the frame vertically so that the studs will clear the depressions when rotation of the seat frame is initiated, the studs maintaining the frame in its elevated position throughout a half-turn of the seat frame; and means positively to effect a movement of translation of the seat frame and its mount during the rotation of the seat frame.

2. In a seat, the combination of a fixed base assembly; a seat frame; a spring-loaded, vertically extending, pivotal and slidable mount mounting the seat frame on the base assembly for rotation of the seat frame relative to the base assembly; projecting studs carried by the base assembly and cooperating depressions in the seat frame registering with said studs when the seat frame is in either of two positions relative to the base assembly 180 apart, said studs cooperating with said depressions to lift the frame vertically so that the studs will clear the depressions when rotation of the seat frame is initiated, the studs maintaining the frame in its elevated position throughout a half-turn of the seat frame; a cam carried by the base assembly; and rollers carried by the seat frame adapted to contact said cam for imparting a positive inboard movement to the said seat frame and its mount during rotation of the seat frame.

3. In a seat, the combination of a fixed base assembly; a seat frame; a spring-loaded, vertically extending, pivotal and slidable mount mounting the seat frame on the base assembly for rotation of the seat frame relative to the base assembly; projecting studs carried by the base assembly and cooperating depressions in the seat frame registering with said studs when the seat frame is in either of two positions relative to the base assembly 180 apart, said studs cooperating with said depressions to lift the frame vertically so that the studs will clear the depressions when rotation of the seat frame is initiated, the studs maintaining the frame in its elevated position throughout a half-turn of the seat frame; a cam carried by the assem bly; and rollers carried by the frame, one of which engages the cam during a portion of the rotative movement of the seat frame to impart an inboard displacement of the frame, another of which engages the cam during another portion of said rotative movement of the frame, said rollers cooperating with the base assembly when the seat frame is at either end of its rotative travel, to resist involuntary rotation of the frame.

4. In a seat, the combination of a fixed base assembly: a seat frame disposed in superimposed relation to said assembly; said base assembly comprising two opposed side members, two opposed, hollow end members connecting the side members to each other, and a plate bridging said end members, the ends of said plate extending into the said end members through elongated slots therein; said seat frame comprising two opposed end members; a rotation plate rigidly secured to said end members of the seat frame and bridging the space between them, said rotation plate overlying the said bridging plate; one plate carrying a pivot which extends vertically through the other plate to provide for rotation of the seat frame relative to the base assembly; a cam carried by the base assembly; and rollers carried by the seat frame and engageable with said cam throughout predetermined portions of the rotation of said seat frame, said cam being so shaped that, during rotation of the seat frame about the axis of said pivot, the seat frame, rotation plate, and pivot will be moved as a unit to displace the first-mentioned bridging plate laterally, thereby to effect a shifting of the axis of rotation of the seat frame in an inboard direction relative to the base assembly.

5. In a seat, the combination of a fixed base assembly; a seat frame disposed in superimposed relation to said assembly; said base assembly comprising two opposed side members, two opposed, hollow end members connecting the side members to each other, and a plate bridging said end members, the ends of said plate extending into the said end members through elongated slots therein; said seat frame comprising two opposed end members; a rotation plate rigidly secured to said seat frame end members and bridging the space between them, said rotation plate overlying the first-mentioned plate; a pivot rigid with the seat frame and extending vertically through said first-mentioned plate, to provide for rotation of the seat frame relative to the base assembly; a cam carried by the base assembly; rollers carried by the seat frame and engageable with said cam, said cam being so shaped that, when the seat frame is rotated about the axis of said pivot, the seat frame and the elements carried thereby will be moved as a unit to displace the first-mentioned plate laterally, thereby to effect a lateral shifting of the axis of rotation of the seat frame relative to the base assembly; and a spring in each of said hollow end members of the base assembly and cooperating with the ends of said bridging plate for restoring the seat frame and the elements carried thereby to initial position upon disengagement of the seat frame with said cam.

6. In a seat, the combination of a fixed base assembly; a seat frame disposed in superimposed relation to said assembly; said assembly comprising two opposed side members, two opposed, hollow end members connecting said side members to each other, and a plate bridging said end members; said seat frame comprising two opposed end members; a rotation plate rigidly secured to said seat frame end members and bridging the space between them, said rotation plate overlying the first-mentioned plate; a pivot carried by the rotation plate and extending vertically through said first-mentioned plate, to provide for rotation of the sea-t frame relative to the base assembly about a vertical axis; a spring-loaded plug in each of the said hollow end members of the base assembly, each of said hollow members being provided with an elongated slot abreast of said plugs, each end of the base assembly bridging plate having means thereon extending into said slots and into said plugs; a cam carried by the base assembly; and rollers carried by the seat frame and adapted to engage said cam when the seat frame is being rotated and effective to displace the seat frame and the elements carried thereby as well as the first-mentioned plate against the resistance of said springloaded plugs, said parts being restored to initial position under the action of the plug-loading springs when the said rollers disengage the said cam.

References Cited in the file of this patent UNITED STATES PATENTS 675,366 Gilfilian May 28, 1901 954,588 Randall Apr. 12, 1910 1,516,866 OConner Nov. 25, 1924 1,711,268 Kilburn Apr. 30, 1929 1,937,578 Knight Dec. 5, 1933 2,635,677 Foster Apr. 21, 1953 

